Ernst routing



(No Modem E. KORTING.

AUTOMATIC VALVE AND'IGNITOR EOE GAS ENGINES.

NAA-418,029. Patentedneo. 24, 1889.

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UNITED STATES PATENT OFFICE.

ERNST KORTING, OF HANOVER, PRUSSIA, GERMANY, ASSIGNOR TO TIIE KORTINGGAS ENGINE COMPANY, (LIMITED,) OF NEI/V YORK, N. Y.

AUTOMATIC VALVEAND IGNITOR FOR GAS-ENGINES.

SPECIFICATION forming part of Letters Patent No. 418,029, dated.December 24, 1889.

Application filed April 1, 1889. Serial No. 305,620. (No model.)Patented in Switzerland Mey 8, 1888, No. 808 in France May l2,1888,11'6. 194,590, andn Belgium May 12,1888.

To all whom t may concern:

Be it known that I, ERNST KORTING, a sub-4 ject of the King of Prussiaand Emperor of Germany, residing at Hanover, in the Kingdom of Prussia,Germany, have invented certain new and useful Improvements in AutomaticValves 'and Ignitors for Gas-Engines, (for whichIhave obtained a patentin France, numbered 194,590, granted May 12, 1888; in Belgium, May l2,1888, and in Switzerland, No. 808, granted May 8, 1888;) and I do herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same.

My invention consists in the automatic valve and ignitor forgas-engines, hereinafter to be described and claimed.

In the drawings, Figure 1 is a sectional view showing the generalarrangement of the valve and ignitor. Fig. 2 is a detail view showing amodification of the gas-inlet valve. Fig. 3 is a horizontal section online A B of Fig. 2. Fig. A is a sectional View showing a modiied form ofthe ignitor. Fig. 5 is a section on line l 2 of Eig. 4c.

My invention is intended to be applied to gas-engines of the generaltype illustrated in a prior patent granted to me July 27, 1886, No.346,374., and in subsequent patents issued to me. In this type of enginethe piston, irst, draws in the charge; second, compresses it; third,combustion takes place, and, fourth, the burned gases are discharged.

The invention herein to be described and illustrated is designed toautomatically control the admission of the charge of combusti- Ablegases to the engine-cylinder and the automatic ignition thereof at theproper moment.

In the drawings like reference-letters denote like parts throughout.

In Eig.1,Nrepresents the air-inlet, and M the gas or oil inlet. Y is thevalve-casing. X is a cylindrical casing within the main casing Y, and init the 'valve-stem IV slides up and down, carrying the piston Q and theringshaped valve P. The end of the valve-stem WV is ground to a conicalpoint- V,which abuts against a corresponding conical valve-seat, andthereby closes the gas or oil inlet M. As

.the gas or oil enters through the inlet M, it passes on to the annularchamber O, formed by the flaring sides O and Z, and is compelled toissue `through the narrow circular slit Z left between the parts O andZ.

The interior U of the valve-casing is connected with the cylinder of thegas-engine (not shown) bythe passageway A. Communication between thechamber U and the pas sage-wayA is controlledby a check-Valve W. Whenthe piston of the engine is drawing in the charge, it produces a partialvacuum in the passage-way A, which lifts the checkvalve W and produces asimilar partial vacuum in the valve-chamber U and the passage-way T,connected therewith. In consequence the atmospheric pressure on theupper side of the piston Q compresses the spring S, lowers thevalve-stem W, and lowers the valves V and P from their respective seats.Consequently the gas or oil entering through the passage M passes onthrough the chamber O and through the narrow slit Z. At that point theoil or gas meets the current of air rushing on to the passage-way A, asshown by the arrow, and is vaporized or intimately coinmingled with thesaid current of air, thereby forming the combustible charge,

which is drawn into the engine-cylinder through the passage-way A. Whenthe engine-piston begins to compress the said charge, the check-valve W"is closed. An equilibrium of pressures is established on the two sidesof the piston Q, and the spring S forces the valves V and P up to theirseats, thereby shutting off all further admission of air and of oil orgas.

Vhen petroleum or other hydrocarbon oil is to be used, I employ the formof valve V shown in Fig. 1. When a gas is to be used, I employ the formof valve V having a gage, as shown in Figs. 2 and 3.

The igniting portion of my device is connected to that previouslydescribed Iby a passage-way B. This passage-way terminates in a chamberll,which is closed by a cap C of any refractory material, such asporcelain or lava. Passing through the chamber I-I and projecting intothe cap C is a slender tube D, which communicates with an out- IOO letD', which is closed by a valve G, whichv may be lowered upon thevalve-seatE. cap C is kept in a state of incandescence by a jet of flameF.

The valve G, as above described, forms simply one modification of myinvention, the preferred form of which is shown in Fig. 4. The tube Dcommunicates with a chamber R, which may be adjusted to greater or lesscapacity by the screw-plug J. rlhis chamberR has an outlet L, which maybe more or less restricted by the pointed valve G', which may be screwedup or down, and thereby open or close the orifice L.

The operation of the automat-ic inlet-valve has been heretoforedescribed. That of the automatic ignitor is as follows: During theAformed by the interior of the porcelain cap C ignites the saidcombustible gases; but the combustion is not transmitted back throughthe passages B and A to the engine-cylinder, because the speed of thestream of gases flowing through the narrow passages of the chamber II isgreater than that at which combustion is transmitted through the saidgases.

If the velocity of this stream of gas is sufficiently cheeked, thecombustion will be transmitted back to the cylinder of the engine andthe desired explosion will be there produced.

This checking of the speed of the stream of gas may be accomplished, asshown in Fig. l, by the valve G, which is automatically oper-- ated bythe engine through the agency of a crank or eccentric or any otherwell-known means. In my preferred construction, however, as shown inFig. 4, the "velocity of the said stream of gases is checked by thebackpressure generated by the accumulation of gas in the intermediatechamber R. The period at which a sufficient back-pressure to accomplishthis shall be produced in the intermediate chamber R is dependent uponthe capacity of said chamber or upon the readiness with which the gasescan escape from it through a given "outlet, or upon both. I havetherefore provided a screw-plug J, by which the capacity of the chamberR can be adjusted, and also the screw-valve G', by which the outlet Lmay be more or less restricted. A proper adjustment of the plug` J andthe valve G will result in the generation of the proper amount ofback-pressure in the chamber R at the proper time, so that thecombustion going on within the cap C will be transmitted to the chargein the engine-cylinder and the combustion of the latter begun just asthe crank passes the dead-point.

' In order to insure the necessary speed of The the current of gasessufficient to prevent the premature transmission of combustion to thecharge in. the engine-cylinder, I place the collar K, having the smallperforations K', about the tube D, as shown in Figs. 4 and 5.

The cap C may be cemented into the chamber II or otherwise attached tothe metal portions of the engine, so as to prevent leakage.

The peculiar advantage of my arrangement of air and gas valves andpassages, as shown in Fig. l, lies in the fact that the incoming currentof gas or combustible fluid passing down through the annular chamber Oand out at the narrow circular slit Z is delivered therefrom in the formof a thin film, against which the air that comes in through theinduction-passages N and X, which latter is concentric with the circularslit Z', strikes at right angles as it rushes over the annular Valve P,also in the form of a comparatively thin layer. This conduces to themost effective intermixture of the air and gas if gas is used, or to themost complete vaporization of the oilv if oil is used, and to theeffective intermixture of said vapor with the air.

Having therefore described my invention, what I claim as new, and desireto protect by Letters Patent, is

l. In a gas or vapor engine, the combination of the main valve-easing,which has one orifice for the admission of combustible gas or fluid andanother for the admission of air, a valve for closing the gas or fluidinlet, and a valve for closing the air-inlet, both mounted upon a commonvalve-stem, together with a piston, also mountedon the said valve-stemand operated by the varying pressures on its opposite sides,substantially as described.

2. In a gas or vapor engine, the combination of the main valve-casing,which has one orifice for the admission of combustible gas.

or fluid and another for the admission of air, a valve for closing theair-inlet and another for closing the gas or fiuid inlet, both mountedon a common valve-stem,- together With a piston which operates saidvalve-stem through the varying pressures of the gases within thevalve-Casin g, and the spring which acts on the stem, substantially asdescribed.

3. In a gas or vapor engine, the combination of the induction-passagefor combustible gas or fluid, terminating in an annular chamber and anarrow circular slit, together with an air-induction passage concentricwith v the circular slit and opposite thereto, substantially asdescribed.

et. In a gas or vapor engine, the combina- Y IOO tion of a cap which isformed of refractory material and which has its interior communicatingwith the engine-cylinder, the small tube which extends nearlytheentireflength of the interior of the cap and which furnishes anoutlet from the interior of the cap` to the outer air, together with aValve for controlling said outlet, and means for heating` the cap,substantially as described.

6. In a gas or vapor engine, the combination of a cap which is formed ofrefractory material and which has its interior communicating` With theengine-cylinder, the tube which extends nearly the entire length of theinterior of the cap and which furnishes an outlet from the interior ofthe cap to the outer air, and the intermediate chamber through whichsaid outlet is obtained, together with means for heating the cap,substanti lly as described.

A7. In a gas or vapor engine, the combination of a cap which is formedof refractory material and which has its interior communieating with theengine-cylinder, the tube which furnishes an outlet from the interior ofthe cap to the outer air, and the intermediatech amber of adjustablecapacity th rough which said outlet is obtained, together with means forheating the cap, substantially as described.

8. In a gas or Vapor engine, the combination of a cap which is formed ofrefractory material and which has its interior communieating with theengine-cylinder, the tube which furnishes an outlet from the interior ofthe cap to the outer air, and the intermediate chamber of adjustablecapacity through which said outlet is obtained, together with a valvefor controlling said outlet, and means for heating the cap,substantially as described.

9. In agas or vapor engine, a cap formed of refractory material, a smalltube which` furnishes an outlet from the interior of the cap, and acollar which surrounds the said tube and fills the space between it andthe sides of the cap, together with the small perforation through saidcollar, which furnishes an inlet to the interior of the cap,substantially as described.

In testimonyT whereof I afl-1X my signature in presence of twoWitnesses.

ERNST KORTING. lVitnesses:

WM. G. SPALDING, J 0H: KRACKE.

